Railway car



a Sheds-Sheet 1 W E WINE RAILWAY CAR Flled March 29 1929 Jim. 16; 1934.

Jan. 16, 1934. w. E, WINE 1,943,572

RAILWAY CAR Filed March 29, 1929 Y 3 Sheets-Sheet 2 gvmmnfon M913 I I y I W. E.'WINE Jan. 16, 1934.

RAILWAY CAR Filed March 29, 1929 3 Sheets-Sheet .3

dttouwq atented Jan. 16, 1934 UNITED TATES PATENT OFFICE namwar can v William E. Wine, Toledo, Ohio F n V r Application March 29, 1929. Serial No. 351,013

22 Claims. (Ci. 105228) My invention relam to railway cars and more particularly to improvements in body bolsters and the arrangement anddisposition of the body bolster with associated parts of the car 5 structure.

Heretofore considerable difficulty has been experienced in rigidly connecting the body bolster to the car center sill due to variations in the dimensions of the bolster and center sill l incident to inaccuracies of manufacture. This is especially true when cast steel bolsters are used because of the shrinkage which occurs in the casting operation. A principal object of the invention is, therel fore, to produce a body bolster of suchv design and construction that it may be rigidly secured to the car center sill notwithstanding variations in the dimensions of the bolster and center sill.

Another object of the invention is to produce a bolster having these characteristics which is especially suitable for application to drop bottom railway cars having an inclined floor sheet.

A primary feature of the invention consists in integrally forming a. body bolster which is adapted to be interposed between the car floor and center sill with portions for attachment to the car side sills and the top of the center sill.

Another feature of the invention resides in forming the bolster with a plurality of flanges v 80 disposedin spaced substantially parallel planes,

the flanges being adapted to be secured to vertically spaced portions of the .car center sill.

Another feature of the invention consists in forming the body bolster with a central horizontal flange intermediate the top andflbottom.

edges thereof for attachmentjo the top of the car-center sill.

A Other and more specific features of the invention residing in advantageous forms and combinations and relations of parts will hereinafter appear and be pointed out in the claims.

In the drawings illustrating a preferred emt of the invention:

' Figure 1 is a transverse vertical sectional view of a railway hopper car, the body bolster being in elevation, and the upper being omitted,

Figure '2 is a top view -partly in elevation and partly in section of the construction illustrated in Figure '1, portions of the inclined floqrsheets of the car being broken away, 7

Figure 3 is an enlarged fragmentary side elevational view of that portion of the bolster adjacent the center sill, the latter being in sec- 65. tiers,

portion of the car Figure 4 is a sectional view taken on line 4-4, Figure 1,

Figure 5 is a fragmentary sectional view taken on line 5-5, Figure 1.

Referring more particularly to the drawings 50 1 indicates the body bolster which mayadvantageously be cast as a unitary structure and preferably extends continuously from one side of the car to the other. The bolster is preferably formed with a substantially vertical main 85 webportion 2 and with to'p 'and bottom flangesv 3 and 4, respectively, which project on opposite side of the web. The top flange which extends continuously from one end of the bolster to the other is preferably inclined to supportingly cooperate with the underside of the inclined floor sheets 5 and 6, respectively. To obviate the necessity of offsetting one of the-sheets which is overlappinzlyi secured to the other sheet and to the top flange by rivets 7 the flange may be recessed as at 8 to l'receive the lower sheet 6. The top flange of the bolster is preferably connected to the web 2 thereof, by a portion 9 which extends at an oblique angle to the latter and at 'a right angle to the flange.

The top and bottom flanges 3 and 4 are re- 4 spectively connected by a plurality of diagonally arranged truss-like flanges 10 which intersect at points so as to evenly distribute throughout the bolster all forces and strains to which it may be subjected. Intermediate each of the truss- 7 like flanges 10 and adjacent portions of the top and bottom flanges the web of the bolster may be suitably-apertured as at 10", thereby reducing the weight of bolster without effecting its structural function. At its opposite ends the bolster is fashioned with flanges 11 which also project on opposite sides of the web 2 and serve to connect the top and bottom flanges. From the foregoing it will be seen that the body bolster is in effect a trussed girder a tension member along its upper edge and a compression member along its lower edge which are connected by diagonal and substantially vertical truss mem- The lower portions of the end flanges are suitably formedto receive the usual car side sills 12 which are rigidly connected thereto by rivets 13. The portions of the top flange adjacent the opposite ends of the bolster maybe respectively enlarged as at 14 to afford means to which suitably shaped side stakes 15 may be secured. The side stakes project upwardly from the bolster within the car side sheets 16 and each may be additionally secured to the bolster by a plate 17, which is secured to the end flanges 11 of the bolster by rivets 18 and which is interposed between and secured to the stakes and side sheets by rivets 19. The edges of the side sheets which adjoin at the ends of the bolster may. be connected by a cover-plate 20.

Adjacent its central portion the compression member of the bolster is cutaway to form a recess or opening for receiving a car center sill 21. The opening thus formed communicates with the adjacent apertures 10' with which the web 2 is provided. The center sill may be of usual construction comprising spaced beams having webs 22, inwardly projecting top flanges 23 and bottom flanges 24, the latter projecting on opposite sides of their associated webs. 1nterposed between the beams and rigidly secured to them by rivets 25 is the usual center casting 26. The beams are connected by top and bot= tom cover-plates 27 and 28, respectively, the former being secured to the inwardly projecting flanges 23 by rivets 29 and the latter to the flanges 24 by rivets 30. The bottom cover-plate 28 extends continuously from one side sill to the other and is connected to each by rivets 31 and to the flange 4 of the compression members of the bolster by rivets 32. Thus it will be seen that although the compression member is cut away adjacent its central portion the component parts thereof are rigidly connected and tied together by the bottom plate 28.

The portions of the compression members adjacent the sides of the center sill are disposed in spaced relation to the latter to compensate for variations in dimensions of the center sill and bolster and the bottom flange 4 of the bolster is fashioned to overlie the upper surfaces of the outwardly projecting portions of the bottom flanges 24 of the center sill beams. To permit a relatively large number of rivets 33 to be employed for the purpose of rigidly connecting the compression members to the bottom flanges 24 the flange 4 of the bolster is preferably enlarged as at 34. The rivets 33 in addition to securing the bolster and center sill together serve as additional means for connecting the bottom coverplate 23 'to the latter.

Underlying the bottom cover plate 28 is a center bearing plate 39 which is secured to the bottom flanges 24 of the center sill by rivets 30 and 33. In order to strengthen the connection between the compression members of the bolster the center plate 39 extends beyond the flanges 24 and is rigidly secured outwardly thereof to the bottom cover plate 28 and the compression members. Since the compression members incline upwardly and outwardly from adjacent the center sill this construction is particularly desirable as the forces transmitted to the cover plate 28 from the compression members tend to buckle the plate where it angles upwardly.

Projecting downwardly from the tension member of the bolster is a substantially vertical column member or strut 35 which comprises a web portion 36, a substantially horizontal flange 3'7 and vertical flanges or ribs 38.

The horizontal flange 37 and the ribs 38 project on opposite sides of the web 36 and the latter in effect constitutes a part of the main web 2 of the bolster. The flange 37 which is of a width substantially equal to the distance between the webs of the beams of the center sill contacts with the upper surface of the top cover-plate 27 of the center sill and is secured thereto and to the inwardly projecting flanges 23 by rivets 29 heretofore described. The ribs 38 rigidity the horizontal flange 3'7 and serve to connect this flange with the top flange 3 of the bolster, the ribs meeting the flange 3 adjacent the point of intersection of the diagonal flanges 10 which diverge downwardly on opposite sides oi the center sill. Since the flange 37 extends a greater distance on opposite sides of the web 2 of the bolster than does the top flange 3, the side edges of the ribs 38 converge upwardly.

From the foregoing it will be perceived that by riveting the portions 34 and 37 of the bolster to the flanges 24 and 23 of the center sill, respectively, a very rigid connection is obtained between these parts of the car structure. Furthermore it will be observed that since no part of the bolster is secured to the sides of the center sill the width of the latter may vary between certain limits without in any way eflecting the rigidity of the connection between the bolster and the center sill.

I claim:

1. In a railway car having a floor, the combination with a center sill involving spaced beams each having an inwardly projecting top flange and an outwardly projecting bottom flange, and a. cover plate secured to said top flanges, of a body bolster having a tension member interposed between said center sill and the floor for supporting the latter, said body bolster being provided with compression members extending outwardly in opposite directions from the sides of the center sill, the inner ends of said compression members being overlappingly supported upon and rigidly secured to the outwardly projecting bottom flanges of the center sill, the portions of. the bolster adjacent the sides of the center sill being spaced outwardly from the latter, and a plate extending beneath the center sill and rigidly secured to the bottom flanges 0! the latter and to said compression members of the bolster.

2. In a railway hopper car having an inclined floor, the combination with a center sill having outwardly projecting flanges adjacent its lower portion, of a body bolster having a tension member spaced above the center sill affording a sup-' port for the inclined floor, said bolster having compression members rigidly secured respectively to the said flanges of the center sill and extending outwardly thereirom toward the sides of the car, portions of the bolster adjacent the center sill being spaced from the sides of the latter, and aplate extending beneath the center sill and rigidly secured to the said flanges of the latter and to said compression members.

3. In a railway hopper car having an inclined floor, the combination with a center sill having outwardly projecting flanges adjacent its lower portion, of a body bolster having a tension mem- 5 ber spaced above the top of the center sill and aflording a support for the inclined floor, said bolster also having compression members rigidly secured respectively to the said flanges of the center sill and extending outwardly therefrom toward the sides of the car, and diagonally extending truss members disposed on opposite sides of and in spaced relation to the center sill for integrally connecting the portions of the tension and compression members adjacent the j center sill, and a plate extending beneath the center sill and rigidly secured to said flanges and to said compression members.

4. An integral body bolster for railway cars extending substantially continuously from opposite sides of the car, said bolster having a central horizontal flange intermediate the top and bottom edges thereof for attachment to the top of a car center sill and having aplurality of flanges spaced below said central flange for attachment to the center sill in substantially horizontal planes, portions of the bolster adjacent the sides of the center sill being spaced therefrom.

5. In a railway hopper car having a floor, the

- combination with a center sill having outwarde ly projecting flanges arfiacent its lower portion,

of a body bolster having a tension member interposed between the center sill and the floor affording a support for the latter, said bolster also having compression members rigidly se-' cured respectively to said flanges of the center sill and extending outwardly therefrom toward the sides of the car, a bottom cover plate extending beneath the center sill and rigidly secured to said flanges oi the latter and to the said compression members, and a center bearing plate underlying said bottom cover plate and rigidly secured to the latter and to said compression membersoutwardly of the said flanges of the center sill. v

6. In a railway car, the combination with a center sill having outwardly projecting substantially horizontally disposed flanges adjacent its lower portion, of a body bolster having compression members rigidly secured to said bottom flanges and extending outwardly and upwardly therefrom toward the sides or the car, a plate extending beneath the center sill and rigidly secured to the said flanges of the latter and to said compression members, and a center bearing plate underlying said bottom cover plate and rigidly secured to the said flanges of the center sill, the outer ends of said center bearing plate extending upwardly and rigidly secured to said bottom cover plate and to said compression members outwardly of the flanges of the center sill.

7. A body bolster for railway cars having top and bottom flanges and a substantially hori-= zontal flange intermediate said top and bottom flanges, said horizontal flange extending 'on 09-- posite sides of said last-named flanges and bein adapted to be attached to the car center sill.

8.- A body bolster for railway cars having a top flange aflording a support for the car floor and a substantially horizontal flange spaced below said top flange and extending on opposite sides of the latter for attachmentto the car center sill, said bolster also having a rib con= nesting said top and horizontal flanges.

9. An integral body bolster for railway cars adapted to be interposed between the car floor and center sill, said bolster having portions 101' attachment to the car side sills and the top of the center sill, portions of the bolster adjacent the sides of the center stillbeing spaced therefrom.

10. In a railway car having an inclined floor, the combination with a center sill having laterally projecting flanges adjacent its lower edge, of a body bolster having a tension member spaced above the center sill affording a support for the floor, said bolster also having compression members respectively secured to-.the laterally projecting flanges of the center sill, the portions of the bolster adjacent the sides 01' the center sill being spaced therefrom, said tension member being integrally formed with a depending portion rigidly secured to the top or the center sill.

11. In a railway car, the combination with a center sill having laterally projecting flanges adjacent its lower edge, of a body bolster having "tension and compression members, the latter being secured to the laterally projecting flanges or the center sillin overlapping relation to the upper faces of the latter, said bolster being provided with a substantially horizontal flange intermediatesaid tension and compression members and secured to the top or the car center sill, portions or the bolster adjacent the center sill being spaced from the sides of the latter.

12. In a railway car, the combination with a center sill having laterally projecting flanges adjacent its lower edge, of a body bolster having tension and compression members, the latter being provided with bottom flanges having enlarged portions secured to said laterally projecting flanges of the center sill in overlapping relation to the upper faces of the latter, said bolster being also provided with a substantially horizontal flange intermediate said tension and. compression members and rigidly secured to the center sill.

13. A body bolster for railway cars having tension and compression members, the latter being cut away adjacent its central portion to receive a car center sill, said bolster being provided with a strut member depending from said tension member adapted to engage the top 01 the center sill, and diagonal truss members spaced from and disposed adjacent opposite sides of said strutmember for integrally connecting the tension and compression members.

14. In a railway hopper car having an inclined floor, the combination with a center sill having outwardly projecting flanges adjacent its lower portion, of a one-piece body bolster extending continuously from one side of the car to the other having a tension member spaced above the top of the center sill afiording a support for the inclined floor, said bolster also having compression members respectively secured to said flanges of the center sill and extending outwardly therefrom toward the sides of the car, and rigid means formed integrally with the tension member and depending downwardly therefrom, said means being secured to the center sill in a substantially horizontal plane. I

15. In a railway hopper car having an inclined floor, the combination with a center sill involving spaced beams each having an inwardly projecting top flange, and an outwardly projecting bottom flange, and a cover plate secured to said top flanges, of a one piece body bolster having a tension member extending continuously from one side of the car to the other and spaced above the cover plate or the center sill aflording a support for the inclined floor, said bolster also having compression members respectively secured to the bottom flanges of the center sill and extending outwardly therefrom toward the sides of the car, and rigid means depending 1450 downwardly from the tension member and porting the inclined fioor and having compression members respectively secured to the said flanges of the center sill, said tension member being integrally provided with a depending strut rigidly connected to the center sill in a substantially horizontal plane.

17. A railway hopper car having an inclined floor, the combination with a center sill having outwardly projecting flanges adjacent its lower portion, of a body bolster having a tension member above the center sill for supporting the inclined floor and having compression members respectively secured to the said flanges of the center sill, said tension member being integrally provided with a depending strut rigidly connected to the center sill in a substantially hori zontal plane, said tension and compression members being connected by truss members diverging downwardly on opposite sides of the center sill from adjacent the upper portion of said strut member and the central portion of the tension member.

18. A railway hopper car having an inclined floor, the combination with a center sill having outwardly projecting flanges adjacent its lower portion, of a body bolster having a tension member above the center sill for supporting the inclined door and having compression members respectively secured to the said flanges of the center sill, said tension and compression members being integrally connected by truss members diverging downwardly on opposite sides of the center sill from adjacent the central portion of the tension member, said tension member being integrally formed with a strut member disposed between said truss members and rigidly connected to the center sill.

19. In a railway car having an inclined floor, the combination with a center sill having outwardly projecting flanges adjacent its lower portion, of a body bolster having a tension member spaced above the top of the center sill affording a support for the car floor, said bolster also having compression members respectively disposed on opposite sides of the center sill, the inner end of each of said compression members being rigidly secured to the flange of the center sill adjacent thereto, the portions of the bolster their upper ends with said strut means.

adjacent the sides of the center sill being spaced upwardly therefrom, said pm'tions constituting diagonally extending truss members respectively disposed on opposite sides of the center sill for integrally connecting portions of the tension and compression members adjacent the center sill.

20. In combination with a railway car having a center sill, a body bolster having a tension member spaced above the top of the center sill and having compression members disposed on opposite sides of the center sill and rigidly secured to the lower portion thereof, strut means integrally formed with the central portion of said tension member and depending downwardly therefrom for attachment to the center sill, and truss members integrally connecting said tension and compression members, said truss members diverging downwardly on opposite sides of the center sill and integrally formed adjacent integrally with the tension member and del05.

pending downwardly therefrom, the lower portion of said means having a portion rigidly secured to the top of -the center sill.

22. In combination with a railway car having a center sill, a body bolster having a tension member spaced above the top of the center sill and having compression members disposed on opposite sides of the center sill and rigidly secured to the lower portion thereof, portions of the bolster adjacent the sides of the center sill 1 being spaced therefrom and constituting truss members integrally connecting the tension and compression members, and strut means formed integrally with the tension member and depending downwardly therefrom for attachment to the top of the center sill.

WILLIAM! E. WINE. 

